Multiple-car elevator system.



w. of BALDWIN.

'MULTIPLE CAR ELEVATOR SYSTEM.

APPLICATION FILED JAN. I7. 1913.

1,21 8,6 1. 7. Patented Mar. 13, 1917.

A TTOR/VEY W. D. BALDWIN. MULTIPLE CAR ELEVATOR SYSTEM.

' APPLICATION FILED JAN. 17, 1913.

Patented Mar. 18, 1917.

5 SHEETS-SHEET 2.

INVENTOR V 0 ATTOR EY W. D. BALDWIN.

MULTIPLE CAR ELEVATOR SYSTEM.

APPLICATION FILED JAN. 11. 1913.

Patented Mar. 13, 1917.

5 SHEETSSHEET 3-- WITNESSES: M4 T 11% A TTUR/VEY W. D. BALDWIN.

MULTIPLE CAR ELEVATOR SYSTEM.

APPLICATION FILED JAN. 17. I913.

1,218,617, Patented Ma1=.13,1917.

5 SHEETSSHEET 4. 87

W A TTORIVEY W. D. BALDWIN. M ULIHPLE CAR ELEVATOR SYSTEM.

APPLICATION FILED JAN-17,1913. 1,218,617. Patented M31213, 1917.

5 SHEETS-SHEET 5- A TTOR/VE Y WILLIAM E. BALD IN, OF EW YoRK, N. Y., AssIeNoR T0 oTIs ELEVATOR COMPANY, 0F JERSEY CITY, NEW JERSEY, A coRroRA'rIo OF NEW JERSEY.

4 v MULTIPLE-CAR ELEVATOR SYSTEM.

To all whom it may concern:

Be it known that I, WILLIAM D. BALD- wiN, a citizen of the United States, residing in New York, in the county of New York and State of New York, have invented a new and useful Improvement in Multiple-Car Elevator Systems, of which the following is a specification.

This invention relates to multiple car elevator systems, and more particularly has reference to an elevator system for use in high buildings, whereby a plurality of elevator cars can be operated in the same shaft; and an object of the invention is to provide an elevator system .wherein two or' more cars are independently operated in the same shaft, thereby economizing in space and in other ways, automatic controlling means being provided for preventing collisions either by one car overtaking another or by the cars running oppositely toward each other.

A further object of the invention is the provision of a common hatchway in which are arranged a plurality of independently controlled elevator cars, the hatchway being provided with branch hatchways which, together with the common hatchway, terminate at the same floor level, both at top and bottom, so that each ,car may operate be tween and serve each-and every floor.

Another object is the provisionof means" provide for the heavy traffic found in most high buildings, and for which as now arranged requires a large number of elevators, each of which must have itsown separate shaft or hatchway. As the height'of buildings increases the necessary additional ele- Specification of Letters Patent. I Patented Maf, 13, 1917 Application filed January 17, 1913. Serial No. 742,530. A

hatchway a very substantial economy in rentable Space is secured, both as regards that taken up by elevator shafts or hatchways and that required by the motive power devices and connections. A further economy of space and equipment is secured by means of employing a single motive power for operating a plurality of elevator cars.

The invention will be more particularly described with reference to the embodiment thereof shown in the accompanying draw- Ings.

Figure 1 is a diagrammatic elevation view of a multiple elevator system containing an embodiment of my invention; Fig. 2 is a single motor driven multiple hoisting device; Fig. 3 is a sectional view of one of the hoisting units; Fig. 4 is asection of Fig. 2 taken on the line aa showing the construction of a brake device; Fig. 5 is a modification'of Fig.2; Fig.6 is asectional'view of one of the hoisting units shown in Fig. 5;

Fig. 7 is a sectional view of Fig. 5 taken on the lineb-b; Figs. 8 and 9' show the elec- I trical operating and controlling circuits ar ranged at the upper and lower terminals, respectively, and intermediate portions of the hatchway.

Referringto Fig. 1,I show three elevator cars, A, B and C, which are operatively connected by means of the suspension cables 4, 5 and'G, to the hoisting drums or sheaves 1, 2 and 3, respectively. The main hatchway 7 may extend, as shown, from the bottom to'the'top of the building and is provided with branches 8 and 9 at the upper part of the building and the branches 10 and 11 at the bottom of the building. The car A travels from the branch hatchway 8 to the branch 10 while the car C travels from the branch '9 to the branch 11, the car B always travels in the main hatchway 7. Suitable guide sheaves such as 12 1-2 are provided properlyv to guide the suspension cables 4, 5

and 6,,which latter are connected to the respective cars A, B and C, at suitable points, such as 13, 14 and 15, respectively, the cables 4 and 6 being offset a trifle so that they will not interfere with each other during the normal travel of the cars up and considered necessary since the deflected pull of the cables 4 and 6 will be suflicient to carry the cars A and G into their corresponding upper branch hatchways. The car guides are preferably located in back of .the cars as also are the suspension cables,

although this particular arrangement is not necessary, but is shown that way in the present instance in order to simplify the diagram and avoid complication.

, Referring to Fig; ,2 which illustrates the driving machinery, it will be seen that the same comprises an electric motor 20, which is connected through a starting device 21 to the power mains a, b and c. Themotor 20 operates a small generator 22 which supplies the current necessary for the various operating circuits hereinafter described in i j connection with Figs. 8 and 9. The motor 20 isgeared to a shaft 23, which carries a "number of gears such as 24 and 25.

The gear 24 drives a gear 26 through an idler or intermediate gear 28; while the gear 25 meshes directly with a gear 27. It will be observed that the gear 24 is substantially I the same size as the gear 26, while the/gear 25 is the same size as the gear 27, the-arrangement being such that the gears 26 and 27 will be rotated by the gears 24 and 25 at substantially the samespeed, but in opposite'directions. The gears 24 and 25 and the mechanism driven thereby constitute one of the hoisting units all of which are "similar, and operate in the same manner; The detail constructlonof each hoisting unit isclearly shown in Fig. 3 in which the drum or sheave 1 is rigidly secured by a key or otherwise to the shaft 30. The gear 26 is provided-withan annular recess which contains a magnet winding 31, the terminals of which are brought out to the collector rings 32 mounted upon but insulated from aboss or extension to the left hand end of the gear 26. This gear is free to turn upon the shaft 30 and isbushed with an anti friction lining 34 The gear 26 is normally maintained out of frictional driving engagement with the drum or sheave 1, by means of a spring 33, but is brought into driving engagement therewith whenever the magnet winding 31 is energized. The gear 26 being under these circumstances bodily moved against the co-acting friction face of the drum or sheave 1 and is in effect a magnetic clutch. Brushes 35 bear against the collector rings 32 at all tlmes and serve to convey current to the magnet winding 31.. .The gear 27 18 arranged with a magnet winding 31' and collector rings 32' similar to the gear 26, just described. An electromagnetic brake is shown at 29 and comprises a pair of brake shoes 36 carried upon brake levers 37 which are pivoted at 38 to a stationary bracket 39 (Fig. The brake 26 will be drawn into frictional driving engagement with the drum or sheave 1 and the latter will rotate in a direction to hoist or lower the car connected thereto, it being understood that the brake magnet 41 is energized concurrently with that of the magnet 31. As soon as the circuit of the magnet 31 and brake magnet 41 is interrupted, the spring 33 moves the gear 26 out of driving engagement with the drum or sheave and the brake is applied to stop the car. Should the magnet .winding 31 be energized the gear 27 will forma driving connection between the shaft 23 and drum or sheave 1 as in the case of the gear 26, only in the present instance the drum 1 will rotate in the opposite direction. From this it is seen that by energizing the windings 31 or 31 together with the brake magnet 41, v

the elevator car may be raised or lowered at will and at a speed depending upon the amount of energization of the windings 31 and 31, that is to say, if a weakcurrent be sentthrough the winding 31 for instance, the gear 26 will drive the drum 1 at slow speed, since slipping will take place between prevent slipping and the drum will be rot ated at its maximum speed or at the same speed as the shaft 23. The other hoisting lunits are similarly arranged to that just described. I

The apparatus illustrated in Fig. 5 is in certain respects similar to that shown in Fig. 2, only instead of using an electromagnetic clutch between the shaft 23 and the drum or sheave 1, I propose to use a fluid clutch which may be, and preferably is, electro-magnetically controlled. Referring to Figs. 5, 6 and 7, it will be seen that each gear of each hoisting unit carries, upon it a, fluid clutch comprising "an eccentric 42 securely keyed to the shaft 30, and an cecentric strap 42 connected to a trunk piston operating in a cylinder 48 secured to the gear 27. The eccentric strap 42 is also connected by a link 45- to the trunk piston 46 of a cylinder 47 arranged diametrically opposite the cylinder 48 and secured to the gear 27. The cylinders 47 and 48 are in communication through a pipe 49 having. a

valve 50 which is controlled by a link 51' connected to a ring 52 which is free to turn about a grooved'sleeve 54 arranged to slide along the shaft 30. This sleeve may be moved along the shaft by means of an electro-magnet 56 (Fig. 5), which is connected by a bell crank 55 to a ring 53 carried in a groove in the sleeve 54. Both cylinders 47 and 48 contain fluid as also does the pi e 49 and in order to insure that they shall at all times be supplied with fluid, I provide a reservoir 52' containing fluid which is connectcd through the check valves 53', 53, to the pipe 49 on opposite sides of the valve 50. Normally the valve 50 is in open position as shown, and as the gear 27 is driven by the gear 25 on shaft 23, the pistons 46 and 44 operate in opposite directions causing the fluid to surge back and forth through the pipe 49 substantially without producing any torque in the shaft 30and connected drum or sheave 1. If now the electro=magnet 56 v be partially energized and the brake released, the valve 50 will/be moved to restrict the passage of fluid, fionrthe cylinder 47 to the cylinder 48 and vice ye'rsa, and the shaft 30 and-connected drum will-rotate at slow speed. If the magnet 56 be fully energized,

the valve 50-will beentirely closed and a positive driving connection will be estab lished between the gear 27 and shaft30 and the drum or sheave 1 will rotate at full speed. The gear 26 carries upon it a fluid clutch similar to that just described only operating to drive the drum 1 in the oppo site direction when the magnet 57 is energized. i

In order to safeguard the multiple elevator system from the possibility of collision or carelessness on the part of the operators of the several cars, I provide the system of electricalcircuits clearly-shown in Figs. 8 and 9. Each car, such as G, contains a controlling switch 58 which is adapted to close a circuit to the magnets 31,and '31 of Fig. 2, or the magnets 57 or 56'of Fig. 5,

through a resistance such. as 60 and the resistance controlling contacts 59 and also a circuit to the brake-releasing magnet 41. A circuit breaker such as 61 is also carriedv upon each car, and is automatically operated from its central position as shown to stop the car by interrupting the operating and brake magnet circuits under certain condi tions. Each car carries a detent such as 62, shown on the car 0, which is adapted to com trol a switch 63 and a switch 65 which are onepair of a series of three pairs, located at the bottom and at an intermediate point in the hatchway, respectively. Safety magnets such as 66 are arranged upon certain of the floors and control a stop 67 which is moved' into the path of the circuit breaker levers of each car, such as the lever 61 of car C, by means of a spring 68 and may be withdrawn out of engagement therewith by means of its vmagnet. magnets 69, 70 and 71, are connected in the operating circuits ofthe corresponding cars and they control contacts which in turn control'the proper operation of the car, as they approach or leave the lower terminals. The safety magnets 66, 72, 7 3, etc.,- are connected .to a series of'contac't strips such as 74, lo-

current necessary for the operating circuits may be generated by the dynamo 22 which runscontinuously with the power motor 20.

The operation is as follows: Assuming .the operator of car C desires to go up, he moves the controlling lever over the contacts 5 9 to close a circuit to the magnet winding3l and brake magnet 41 in series. This circuit may be traced from the dynamo brush 82, wire 81, wire 83, magnet 71, contacts 84 of relay 70, contacts 85 of relay 69, wire 86, contact of circuit breaker 61', operating switch 58, resistance '60, wire 77, magnet winding 31, brake magnet 41, to the dynamo-brush .87I The car C now starts upwardly, I its speed depending upon the amount of, resistance 60 included in series with the clutch magnet 31, which of course isunder the direct control of the operator in the. car. It will be observed that the opcrating circuit just pointed-out includes the relay magnet71, hence the same is ener- [gized tov raise its core, thereby separating thev contacts 79 and 88 and closing the contacts 89. The contacts 79 include the operating circuit of the car A, hence at this the contacts 88. The closing of the contacts 89 of relay 71 establishes a self-holding circuit for the same which circuit is in series with the lower contacts 92 of switch 65 and the contacts of switch 93 at the bottom of the branch hatchway provided for the car 0. This self-holding circuit may be traced from the dynamo brush. 82, conductor- 81, wire 83, winding 71, wire I 94, contacts of switch 93, wire 95, contacts 92 of switch 65, wire 96, self-holding contacts 89, and by wires 97 and 98 to the dynamo brush 87. Hence the magnet relay 71 will remain energized just as long as the lays 69 and 70 is similar to that justdescribed and they co-act with the correspond,

ing cars and switche's 63 and 99, and

switches 91 and 100, to prevent the move' ment of a car in the lower terminal while another car is being operated in the terminal, or has stopped therein. If all of the cars should be at the lower terminals, any one may be operated at will, but as soon as that particular car has started away, the

operating circuits of the other cars will be interrupted and maintained interrupted until the car has proceeded above the second floor landing and has moved one of the switches 100, 91 or 65 into a position to break the self-holding circuit of the relay corresponding to the active car.

In order to prevent the too near approach of one car to another when traveling in the common hatchway, I provide the safety magnets66, 72, 73, etc., which are controlled by the contacts 75 and 76 on each car, coacting with the vertical contact strips such as 74:. These safety magnets are all connected in series across the terminals of the generator 22, and their detents such as 67 will be retracted out of engagement with i the circuit breakers of the several cars such as that shown at 61 in the car C- in opposition to the spring 68. These detents are moved into operative position by means of their springs whenever the correspond-4 co-acting with the contact strips such as 74.

The operation of these safety magnets is as follows :in Fig. 9, the car 0 is stopped at the second floor landing with its contacts 75 and 76 bridging the contact strips 74 and 101, respectively. Now the contact strips 74: are connected across the terminals of the safety magnet, 7 3 while the contact stripslOl' are connected across the terminals of the safety magnet 66, hence these two magnets are by-passed or shortcircuited and are moved into engaging position by means of their respective springs as shown. It will be observed that if a car should approach too near the car C from either direction, it will be stopped by the opening of its circuit-breaker by the detents 67 or 102, before the cars could collide.-

The detent 67 will remain in operative position until the contact 76 of car will have moved off of the contact strips 101while the detent 102 will be retracted by the energization of the safety magnet 73 upon the contact 75 of car C leaving the'contact strips 74. The remaining safety magnets act in a similar manner to that just de scribed, the series of contact strips throughout the common hatchway being so arranged as to effect the desired result. At the upper terminals of the elevator system (Fig. 8) are arranged a number of safety magnets 103, 104 and105, which may be simultaneously short-circuited by means of the contact strips 108, 109 and 110, and the contacts of each car, such as the contacts 111 and 112 of the car B. The contact strips 109 are shown short-circuited by the car B, hence the detents of the safety magnets 103, 101 and 105, will all be in outward position as shown. It will be observed that when a car is at one of the upper terminals in any of the hatchways, the contacts such as 106 of such car have moved off of the contact strips such as 110 and the magnets are all energized to withdraw their detents. Under these conditions any one of the cars may leave its terminal, but almost immediately thereafter the magnets 103, 104:and 105 are deenergized to prevent the operation of any other car away from the upper terminal. After one car has left the upper terminal it must proceed until the interconnected contact strips 110, 109 or 108 are opencircuited before another CiLIfl'Citll start away. This arrangement prevents interference between the cars while they are leaving the upper terminal and precludes the possibility of collision of the cars.

' The electrical system of circuits shown in Figs. 8 and 9 are such that there can be no possibility of-collision or interference between any-of the cars during their travel from one terminal to another. The safety magnets 103, 101 and 105 take careof the upper terminal, while the remaining safety magnets take care of the common hatchway, and the self-holding magnets 69, and-71,

together with'the switches 100, 91, 65,199, 63 and 93. insure proper operation of the cars, no matter how carelessly they may be handled by their respective operators.

Each car "may be, and preferably is,

equipped with the usual mechanical safety appliance or any other feature found necessary or desirable on elevator systems in general. The saving in rental space eifected' by my invention is .of great importance,

I since it is possible and practical to enable three or 'more elevator cars to be operated in substantially the same space usuallyallotted to one, the, only extra space required being that taken up by the branch hatchways and the additional hoisting units which is taken up at the bottom and top floors where it can be well spared.

- of a main hatchway, branch hatchways f What I claim as new and desire to secure by Letters Patent of the United States is '1. In an elevator system, the combination of a main hatchway, branch hatchways radiating therefrom at both ends, and means for independently operating a plurality of suspended cars in said hatchways. I

2. In an elevator system, the combination connected thereto, and means for independently operating a plurality of suspended cars in said hatchways.

3. Inan elevator system, the combination of a main hatchway, branch hatchways con nected thereto, and means for operating a plurality of suspended cars-in said hatchways.

'4. In an elevator system, the combination of a main hatchway, a branch hatchway I connecting therewith, and means for operating a suspended elevator car in said main and branch hatchways. I I

.7. In an elevator system, the combination of a main hatchway, a branch hatchway I leading therefrom, and means for operating an elevator car in said main and branch hatchways.

8. In an elevator system, the combination of a main hatchway, -a branch hatchway leading therefrom, and means for operating an elevator car in both directions in said main and branch hatchways.

9. In an elevator system, the combination of a main hatchway, a branch hatchway connected thereto at an intermediate pointthereon, and means for operating an elevator car in said main and branch hatchways.

10. In an elevator system, the combination of a main hatchway, arranged between {said hatchways. I

. ing upon the posltlon of such car w1th redrums,

'trollable from the different cages for engagtwo terminals, branch hatchways leading from said terminals and connected with said main hatchway, and means for operating elevator cars in said main and branch hatchways. I I 11. In an elevator system, the combination ofa main hatchway arranged between opposite terminals, branch hatchways lead-' ing"from said terminals and connected with the main hatchway at intermediate points therein, and means for simultaneously operating a plurality of cars in said hatchways.

12. In an elevator system, the combination of a main hatchway arranged between opposite terminals, branch hatchways lead ing from said terminals, and connected with the main hatchway at intermediate points erating a plurality of cars in both direction in the said hatchways. I 13. In an elevator system, the combination of a plurality of cars, a common hatchway for all of said. cars,.branch hatchways for someof the cars, and means for preventing collision of the said cars when operating in the said main and branch hatchways.

14. In an elevator system, the combination of a main hatchway and terminal therefor,

, a branch hatchway leading from said tertherein, and means for simultaneously opminal into the main hatchway, a car adapted to move in the main hatchway, another car arranged to move in the sald branch and main hatchways, and means for preventing the simultaneous operation of the said cars when one of them is at a terminal.

- 15. In an elevator system, the combination of a main hatchway, terminals at each end thereof, branch hatchways leading from said terminals into the-said main hatchway, l a plurality of elevator cars operating in said I hatchways,.and automaticmeans for effecting the stopping of any of the cars dependspect to any other car.

:16. A multiple elevator systemjcomprising a vertically guided cage, one or more other cages and means to guidethem upon inclined paths toward and from the path ofthe vertically moving cage, and means connected for operating the cages independ-' ently;

17 The combination in an elevator system of a plurality of converging ways, cages supported each in a vertical position to travel upon'the di'fi'erentways, and means connected with all of the cages to reciprocate the same independently on the difi'erent.

ways. I I

1.8. The combination with the plurality of converging ways and a cage for each way, of a plurality of drums and suspensories, a driving mechanism common to all the and means independently coning and disengaging the difierent drums and In testimony whereof, I have signed my the driving mechanism. I name to this specification in the presence of 19. In an elevator system, the combination two subscribing Witnesses. of a plurality of hatchways radiating from WILLIAM D. BALDWIN. 5 a common point, and means for independ- Witnes'ses:

ently operating a suspended carin each of THos. U. LOGAN,

said hatchways. VVALTER C. STRANG. 

